Pressure regulator



March 23, 1954 c..H. .soRGENsr-:N ET AL PRESSURE REGULATOR Filed April ll. 1945 RRQ 6 Sheets-Sheet l #55,' ATTO R N EYAL March 23, 1954 c. H. JORGENSEN ET AL PRESSURE REGULATOR 6 Sheets-Sheet 2 Filed April l1, 1945 lNvl-:NT Rs MM/YM/ ATTORNEY 6 Sheets-Sheerl I5 MM L Ma/M ATTO R N EY/df C. H. JORGENSEN ET AL PRESSURE REGULATOR March 23, 1954 Filed April 11, 1945 March 23, 1954 c. H. JoRGENsl-:N ET AL PRESSURE REGULATOR 6 Sheets-Sheet 4 Filed April ll, 1945 i 9% ATTORNEY/1,

March 23, 1954 c. H. JoRGl-:NSEN Ej AL PRESSURE REGULATOR e Sheng-sheet 5 Filed April l1, 1945 v N'roRs ZTATTORNEY March 23, 1954 C. JORGENSEN ET AL PRESSURE REGULATOR Filed April l1, 1945 6 Sheets-Sheet 6 DNN (Lamm/cc J.' JoRGeMsoN Patented Mar. 23 1954 PRESSURE REGULATOR Clarence H. Jorgensen, Rochester, N. Y., and Wil- ,liam H. Taylor, Anderson, Ind., assignors to General `Motors Corporation, Detroit, Mich., a corporation of Delaware Application April 11, 1945, Serial No. 587,764

` (el. 12s-z5) 6 Claims.

This invention relates to apparatus for regulating the intake pressure of a supercharged internal combustion engine for use on airplanesI and more particularly for use with an engine having supercharger driven thereby through a change speedtransmission unit and having apparatus for injecting liquidinto the Vair duct of the engine to prevent detonationj thereof at high intake pressure. n -v It is an object of the present invention to provide an intake pressure regulator having pressure selecting means which is controlled jointly by ar manually operated, lever which selects pressures according to a normal schedule of pressures and lever positions, by means operated in response to shifting the transmission unit into high gear for modifying the normal schedule and by means which permits pressuresin the highest range to be obtained only when the liquid injection is present. The pressure regulator is adapted for use with -a control system which provides for bleeding the duct connecting the engine intake with a pressure responsive bellows of the regulator when the transmission is in high gear. Therefore, although the modified pressure schedule is lower than the normal schedule, the intake 'pressures obtainable under the modified schedule Further objects and 'advantages of the present f.

invention will be apparent from the following description, reference being had to the accompanying drawings wherein preferred embodiment of the present invention is clearly shown.

In the drawings:

Fig. v1 is an end View of a pressure regulator embodying the present invention aportion of a housing member thereof being omitted in order to show part of the interior construction.

Figs. 2 and 4, taken together, constitute a side view of the regulator.

Fig. 3 is -a fragmentary sectional view on line 3,-3 of Fig. 2.

Fig. 5 is an end view looking in the direction of arrow 5 of Fig. 4.

Fig. 6 isa sectional view on line 6-6 of Fig. 1. 1ig. 7` is a fragmentary sectional view on line 'I-l ofFig. 6. Y w f Fig. 8 -isa fragmentary sectionalview on line 8--8 of Fig. 6. 1

Fig. 9 isa sectional view online 9-9 vof Fig. 6.

Fig. 19 is a sectional view on line I 9LI 9v of Figs. S-and'll. I* n f r Fig. llfiis a sectionalviewpnx line. II-II of 2 Fig.V 1'2 isa fragmentary top view of the regulator looking in the direction of arrow I2 of Fig. 2, `va portion thereof being shown in section of line I2-I2 of Fig. 2.

Figs. 13, 14 and l5 are diagrams illustrating the operation of the controller. Y

Fig. 16 is a chart showing the relation of selected pressures 'and throttle openings to datum lever positions for a typical installation.

Fig. 17 is a diagrammatic view of the entire vinstallation. I y

The pressure regulator has a housing 59 (Fig. 2) having feet 5I by which it is mounted upona stationary part such as the frame of the engine and a bracket 52 (Fig. 4) supported by the housing 59. Bracket 52 supports a rotatable shaft '53 which is connected with the main control or datum lever 54 which is operated by the pilot.

The shaft `53 is connected with a short lever 69,

the lower end'of which pivotally supports a fulcrum 69a for a lever having arms 6I and 62. The lower end of arm 6I provides a cam slot B3 for receiving a roller 64 pivotally supported by a pin or stud 65 carried by an idle lever 66 which is journalled upon the shaft 53 but is not driven thereby. The pin 65 serves also to connect the lever -6I with a link 81 pivotally connected at'68 with the piston rod 69 of an hydraulic, servomotor to be described. Lever arm 62 is rconnected in any suitable manner with a throttle valve (not shown) located in the air or fuel-mixture duct leading to the intake manifold of the engine.

Shaft 53 is connected with a lever 89 which is connectedby a link 8| with a lever 82 attached to a shaft 83 (Fig. 3) carrying a pressure selecting cam 84 (Fig. 6). A spring retained by plug 86 urges a lever 81 into engagement with the cam 84 unless the lever 81 is prevented from doing so by means to be describedlater. Lever 8'I is pivotally supported Aby a pin 88 carried by a bridge 89 connecting bellows end plates 99 and 9 I Plate 99 is connected with bellows 92 which is-connected with a mounting ring 93 located with respect to housing 59 by dowel pins, such as 94, and lsecured thereto by screws, such as 95. A sealing gasket 96 is located between the housing 59 and the mounting ring 93. A spring 9'I `is confined under compression between the plate 99 "and a washer 98 retained by a split snap-ring 99 re-l ceived by a groove in the ring 93. vThe interior of bellows 92 is connected by a passage I 99, a passage I9I, anda'passage |92 (Fig. 11) witha pipe |93 shown in Fig. 1 in section and in elevation in Fig. 2. Pipe V|93 is connected with the engine intake manifold (not shown)'. Therefore interior of bellows 92 is subjected to engine intake pressure.

The plate 9| (Fig. 6) is connected with an evacua-ted bellows connected with a plate E66. Between the plates 9| and |06 springs |01 and i930 are confined under compression. The areas oi the two1 bellows 92 and |05 are substantially equal so that the movement of the pin 06 is effected only in response to variations in engine intake pressure and is not affected by variations in altitude. related that the relation between the movements of the pin 88 and the changes in engine intake pressure is substantially a linear relation.

The lower end of lever 81 is connected by a pin I I0 with a clevis I I connected by iiexible rod I i2 with a valve ||3 having lands H4 and |15 and slidable within a valve guide H6 having three annular grooves ||1, IIB and ||9 connected, respectively, with ports |26, I2I and |22 communieating with the interior of the sleeve H6. It is apparent that the valve lands H4 and H5, respectively, control the ports |20 and |22. The valve guide |I6 has a flange |25 received by a counterbore in the housing 50 and urged therein by a spring |26 conned in a pocket |21 provided by the lbracket 52.

The housing 50 provides a cylinder |36 which receives a piston |3| attached to the piston rod 63. member |32 and a bushing |33 in a cylinder end member |34 retained by the bracket 52. Member |34 carries a sealing member |35 closely tting around the rod 69. A spring |36, confined under compression between the piston I3| and the cylinder end member |32, serves to move the piston |34 toward the right in case of failure of oil pressure.

Referring'to Fig. 2, oil under pressure for effecting movement of the piston I3|, enters the pressure regulator through a pipe |40 which as shown in Fig. 1 is connected with a passage 14| which is connected with the groove ||8 (Fig. 6) by a cross passage |42. Groove |19 (Fig. 6) is connected with the right end of cylinder |30 by a passage |43. Groove ||1 (Fig. 10) is connected by passages |44, |45 and |46 (also Fig. 6) with the left end of cylinder |30. If valve I3 is moved to the right of the position shown in Fig. 6, ports |2| will be connected with ports |22 and ports |20 will be connected with the left end of the valve guide I6. Then pressure oil will flow into the right end of the cylinder |30 to cause the piston |3| to move left, thereby causing the oil at the left side of the piston to pass from the cylinder |30 through the passages |45, |45 and |44 (Fig. the groove ||1, the ports |20, the valve guide ||6 into the bellows chamber |50 (Figs. 6 and 10). When the valve I I 3 is moved to the left of the position in Fig. 6, ports are connected Iwith ports |2I and ports |22 are connected with the right end of the guide |6. The pressure oil will ow from the inlet |42 (Fig. 6) through the ports |2| and |20, groove |I1 and Vpassages |44, |45 and |46 to the left end of the cylinder |30, thereby urging the piston |3| toward the right and causing the oil to the right thereof to now out through passage |43, groove ||9, ports |22', guide |I6, pocket |21 and a passage |5| connected with the chamber |50.

The chamber |50 is enclosed by a plate |60 .attached to the housing 50 and sealed theretoby gasket |6I. In order to drain oil entirely from the chamber |50, the plate |00 provides a passage |62 leading to a recess |03 therein which Rod 63 is slidable through a cylinder end' The springs 01, |01 and |06' are so receives the piston rod 69 when moved toward the left. As shown in Fig. 1, the recess |63 is connected by .a small diameter passage |64 with a drain passage |65 provided by the plate |60, the lower end of the passage |65 being pipe-tapped at |66 to receive a drain pipe |66a (Fig. 2). The upper end of passage |65 is connected by a short cross passage |61 (Fig. 1) with the upper portion of the chamber |50. Because the oil, exhausted from the ends of the servo-cylinder |30, flows into the chamber |56 at a rate greater than it can be drained by the small passage |64, this oil will fill the chamber |50 up to the lowest part of the passage |61 (Fig. l). Therefore, during the operation of the regulator the chamber |50 is filled with oil, which serves as means for damping vibrations which would hinder the proper functioning of the bellows in controlling the valve |3.

In the chart, shown in Fig. 16, the heavy line O-A-B-C represents pressure seiections for various positions or the datum lever 5d. When the datum iever is in zero position. the throttle valve is'in idle position, as indicated by R on line Ii for example, a manifold pressure of 44" Hg absolute is required for take-oir, the lever 54 is moved by the pilot to its 43 position indicated by the dotted vertical line in Fig. 16. This movement of lever 54 causes lever 80 to move to the position shown in Fig. 4 and the lever 82 to move into the position shown in Fig. 2 and the cam 81| to move into the position 64a shown in dot-dashine in Fig. 6. This movement of lever 54 effects opening movement of the throttle valve due to th fact that, as lever 54 moves counterclockwise, the lever 66 carrying the fulcrum 60a of lever 6i moves also counterclockwise. But, because movement of the lower end of the lever arm 6| is restricted by theroller 64 within the cam slot 63, the i'ioating lever arms 6| and 62 must move clockwise about the fulcrum 60a, thereby effecting an opening movement of the throttle valve, which is sucient for taire-off or safelanding but is insuiilcient for an ascent very far above sea level since the pressure demanded cannot be obtained unless the throttle opens wider. Therefore, the servo-motor is caused to open the throttle wider by reason of the fact that the cam 84 has been moved tothe 34a position (Fig. 6, for example) such movement causing the lever 81 to rotate counterclockwise about the pivot 38 and the valve I3 to move right to admit pressure oil to the right end of cylinder |30. The piston I3| moves left and effects through the rod 60, pivot 86, link 61, pin 65, and roller 64 a further clockwise movement of the levers 6| and 62 about the fulcrum 60a. This effects an increase of opening of throttle valve and an increase of pressure in the manifold. As the manifold pressure increases pivot pin 85 moves toward position 88a which is reached when the manifold pressure becomes 4e" abs. or equalv to the selected pressure. This causes the valve I |3 tov return to equilibrium status and operation of the servo-motor ceases. The position' of equilibrium of lever S1 is at 31a represented by dot-dash lines. As altitude increases the pressure in the |bellows 92 tends to fall, but the servo-motor keeps opening the throttle in order to maintain the selected pressure. The selected pressure will be maintained up to an altitude requiring the throttle valve to wide-open. That altitude is the critical altitude for the pressure selected'because, at that altitude, the pressure falls unless other means are provided for obtaining .an increase of supercharging action.

-In order menthe valvel'l |3fwi11 vbeinequilibrium position'when the cam 84 is'in-some particular -position such as the position {34a-(Fig. `6') -deimanding 445'-y manifold'- pressure and the pres- YAYs'urein the bellows 92 is Y44",'it maybe necessary '-to make an initial or factory adjustment of the bellows system. This is 'accomplished by adjusting -the position of thebellows plate v|06 which', 'as lshown in-Fig. Gyhas alstem |10 slidable ina recess |1| provided by' the-plate |60.- The stem |10 hasa groove |12 (Fig. '1) receiving apin Vecscentrically provided by arod |14 having a.l portion |15 screw-threadedly received by the plate |60. '-B'yvmeans-of a screw-driver, the rod |14 lcan-'beturned to rotatelthe pin |13'to` shift the stem |10 andthe bellows system into the required position. The rod |14 is secured inthe rrequired position of'adjustment by tightening a lock nut -|16l threadedly 'engaging'- the threaded portion |15 `of the'ro'd |14. `r As explained in detail in our copening application, Serial No.`483,438, filed April 11,1943 `and now4 abandoned, the movements imparted tothe throttle valve manually bythe pilots lever and' automatically by -the hydraulic servo-motor are such that the throttle valve will be moved linto wide open position at critical altitude for any pressure selection within the operating range. vvv'For example, the @broken line R-S in Fig. 16 represents the manually effected throttle "opening for various positions of the datum lever 54 and-the broken line T-U represents the total throttle opening eifectedmanually and automatically.l For anengine having an idle setting of the throttle at 18, '12 throttle opening 'would move the throttlewide open. Therefore, theV throttle is practically lwide open for all pressure selections withinthe operating range corresponding to'datum lever positions 25 to 60.

Referring to Figs. 2, 3 and 12, the shaft 83 which providesthe pressure selecting cam 84 is journalled eccentrically in a shaft |80 which is `journalled concentrically in a shaft 8| which is journalled 'in a bearing |82 provided by housing 50. The shaft I 80 is attached to an arm |83 having an ear |84 connected by a spring |85 with an ear|86 of an arm |81 which is attached to the- 4tubular shaft |8|. The approach of the two-ears v| 84 and |86 yby the action of the spring |85 is limited by the kengagement of the part v|811; of 'f rarm |81 with the part I83a of the arm |83 as shown in Fig. 2. Therefore the arms |83 and |81 operate, except under certain circumstances, as one lever arm. The arm |81 is connected in any suitable manner with the means (not shown) for controlling the speed status of the transmission mechanism from the engine to an auxiliary superchargen Clockwise motion of lever |81 is vlimited by the engagement of its ear |90 with a lug |8| of the housing 50; and counterclockw'me motion is limited by the engagement of its ear |92 with a stop screw |93 adjustably carried by a stop bracket |94 attached by a screw |95 to housing 50. Counterclockwise movement of the arm |81 from the position shown in Fig. 2 is eiected concurrently with the change of status of the transmission mechanism from low to high. This causes a, shifting of the axis of shaft 83 from the position indicated by the dot 83 in Fig. 14 to the position indicated by the dot 83 for a purpose to be described.

Lever |81 is connected by a link (comprising an end-eye 200, turn buckle 20| and an end-eye 202) `with a lever 203 attached to a shaft 204 (see Fig.

6 `'8)fjournalled in'y a tubular bearing boss 205providedby a housing 2|0 integral with the `r'mlate |60. The shaft-284 is retained by'screw 206, the upper end of which is received by groove 201 provided by the shaft 204. 'Shaft 204 carries an ec- ?centric pin'208 providing a journal for a bushing l209 fixed within a lever 2||. The forked lowerV end of the lever 2| is connected by pin 2 I2 with a rod 2| 3 providing a shoulder 2|4. Between the shoulder 2|4 (Fig. 6) and a nut 2|5 threadedly engaging the rod 2|3, thereare se'- cured a plain washer 2|6, a cupped washer 2|1, diaphragm 218, a cupped washer 2|9 and a plainwasher 220. The diaphragm 2|8 is a part of ya gasket sealingr the joint between the housing 2 |0 and a cover22| attached by screws-222'. A spring 223, confined under compression between a portion of the housing 2 I0 and the washer 2|1, urges the rod2|3 toward the left until it engages an adjustable stop screw 224 threaded through the cover 22| and secured in the desired position of adjustment by a self-locking nut 225. The diaphragm 2|8 separates the space Within the housing 2 0 from a chamber 226 intended for the reception of injection liquid conducted thereto by pipe 221 and a passage 221e in the cover 22|. The space within the housing 2| 0 is connected by a passage 228 in cover 22| and by a pipe 229 with the intake of the auxiliary supercharger. The upper end of lever 2|| (Fig. 6) Ais engageable with the head 230 of a rod 23| guided by a bushing 232 carried by the plate |68. The head 230 is urged against the lever 2|| by a spring`233. The right end of the rod 23| is engageable with the lever 81 for the purpose of preventing it from following the cam 84 under certain conditions and to allowit to follow the cam when a liquid injection system is operating. They liquid injection system may, for example, be similar to that disclosed in the copending application of Trisler et al. Serial No. 550,232, led August 19, 1944. The system of that application includes means responsive to the proper functioning of the liquid injection apparatus for causing injection liquid to flow under pressure to a diaphragm chamber such as chamber 226 (Fig. 6') So long as liquid injection continues to function properly, the pressure at the left of the diaphragm 2|8 will overcome the spring 223 and the pressure at the right of the diaphragm and rod 2|3 willV move right. When, liquid injection diminishes below a certain rate, due to failure to function properly or to consumption of the liq'- uid, the diaphragm 2|8 and the rod 2|3 move left to normal position under the pressure of spring 223 and the supercharger intake pressure,.said pressures being in excess of the pressure on the left side of the diaphragm when water injection becomes insucient to prevent detonation or ceases entirely.

The present pressure regulator is adapted for use with awcontrol system which provides for bleeding the connector (such as pipe |03) between the engine intake manifold and the pressure responsive 'bellows 92 (Fig. 6).

Line vO-A-B--C of Fig. 16 represents the schedule of pressure selections when the auxiliary supercharger is operating on the low speedl ratio. With axis of cam 84 atv 83 (Fig. 14), when lever 54 is at the 43 position, cam 84 is at 84a and touches lever 81 in its equilibrium position 81-44 for the 44" pressure selection. When lever 54 is at the 50 position, cam 84 is at 84h andtouches lever 81 in its equilibrium position 81--48 for 48 pressure selection. When lever 54 is at the 60 position cam 8.4, is at 84o and touches' lever 81 in its equilibrium position 8-1-52 for 52H pressure selection.

concurrently with increasing the speed ratio of the drive between the engine and the auxiliary supercharger lever |81 is caused to. move by means not. shown into the position represented by the dot-dash circle |81 (Fig. 2). As shown in Fig. 13., this causes the lever 2|| to move into the position 2| l and the head 230 to move into the position 230' and the end of the rod 23| which carries the head 238 to move into the position 23| in which it touches lever 81 in the position 81-44, which means that lever 81 cannot have an equilibrium position corresponding to a pressure higher than 44". Furthermore, this movement of the lever |81 into the position |81 causes the axis of shaft 83 to move from the point 83 (Fig. 14) to the point 83. Therefore, when the datum lever 54 is in its 43 position, cam lever 62 will be in position 82a and the cam will be in the position 84a' in which position the lever 81 is tangent thereto in its equilibrium position represented by line i1-48. This means, that, when datum lever 54 is in the 43 position, the selected' pressure is 40" instead of 44 when the auxiliary supercharger was operating at low speed. When the datum lever 54 is in the 50 position, the cam lever 82 will be in position 82D' and cam 84 will be in the position 84h in which it is tangentially engaged by line 81-44, which means that the pressure selection for the 50 position of the datum lever 54 the auxiliary supercharger is operating at high speed, is 44 instead of 48" when the supercharger was operating at low speed. When datum lever 54 is in the 60 position, either with low blower or high blower, the cam 84 will be in the position 84a. Although the lever |81 may still be in position |81 with high speed operation of the supercharger, the axis of cam shaft 83 will not be at 83 in to the 60 position of the lever 54 because, when the cam shaft 82 is approaching its position 82o corresponding to the 60 position of lever 54, the axis of cam shaft B3 is caused to move clockwise from position 83 to the position 83 in Figs. 14 and 15. This is ef fected by the engagement of a cam 26|) provided by lever B2 with a roller 26| mounted on a bracket 262 and secured to the housing 50 by screw 263. When the lever 82 is in the position 82a, cam 260 is in position 26041 and when lever 82 is in position 82a', cam 260 is in position 266a'. Suppose that the supercharger is still in low speed operation, as lever 54 moves from its 43 position (corresponding to which the cam 260 is at 268e) into the 60 position, cam 260 moves from 260a to 260e in which the cam 260 becomes tangent to roller 26|. However, if the supercharger is in high speed operation, the position of cam 260, corresponding to the 43 position of lever 54, is 260a. If, during the movement of lever 54 from the 43 position, there had been no roller 26| to engage the cam |68, the cam 260 would have moved from the position 260er to the position 260e which overlaps the circle representing the roller 26| as shown in Fig. l5. Since the roller 26| is engaged by the cam 260 when moving from 260e toward 260e', the cam 260 begins to engage the roller 26| after the lever 54 moves slightly past the 43 position; and, as the lever 54 continues moving toward its 60 position, the cam 260 pushes against the roller 26|. This causes the axis of shaft 83 to move from 83 (Fig. 15) to 83, thereby causing the cam 260 to be located in position-260c instead of the-.position 260e'. A1-

though the lever I 81 is maintained at position |81 (Fig. 2), the lever |83 is free to move clockwise away from lever |81, the spring |85 stretching during this movement. If there were no pin 23| to obstruct movement of the lever 81 toward the left, the schedule of pressure selections for high speed supercharger operation would be that represented by the line O-A-B'C (Fig. 16) which is below the line O-A-B-C except at C. However, since the pipe |03 is bled when the supercharger transmission is in high gear, the manifold pressures actually obtained are higher than the pressure regulator apparently demands according to line O-A-B'C'. For example, the actual intake pressures may be that represented by the dot-dash line D-E-F which is above O--A-B-C- For high speed supercharger operation, without water injection, the highest pressure selection is 44 since the rod 23| is in position 23|a. Therefore the selected pressures for high speed supercharger operation, without liquid injection, are those represented by line O-A'B'-C' and the pressure actually obtained may be those represented by line D-E-C. When liquid injection is functioning properly the pressure upon the left side of the diaphragm 2|8 (Fig. 6) exceeds the force of spring 223 and supercharger .intake pressure on the right side of the diaphragm, and rod 2|3 moves right to cause lever 2|! to move counterclockwise so that the spring 233 is released to move the pin 23| to the left, thereby allowing the lever 81 to follow the cam 84 into whatever position it may have been placed by the datum lever 54. Therefore, when operating with high speed supercharger operation and with liquid injection, the selected pressures are those represented by `O'-A-B-C and the pressures actually obtained are those represented by D-E-F. However, should liquid injection fail while high speed supercharger operation continues, any apparent selected pressure along the line B'-C will immediately fall to the line B-C and any actual pressure along the line E-F will fall to the line E-C. Therefore C or about 52" is the highest pressure which can be obtained for low-speed supercharger operation with or without liquid injection and for highspeed supercharger operation without liquid injection.

It is interesting to note, that, when the system operates with low speed supercharger operation and without liquid injection, the actual intake pressures are those represented by O-B-C; and that, when the system operates with high speed supercharger operation and liquid injection, the actual intake pressures are those represented by the line D-E-F in which the part E-F thereof has substantially greater slope than the part B-C of the line O--A-B-C. No change in cam B4 has been made to effect this. During high speed supercharger operation this is accomplished by virtue of engagement of cam 268` with the roller 26| while lever 54. moves between its 43 and 60 positions, thereby causing the line B-C to bend upwardly to meet the point C. The line E F representing actual intake pressure will have practically the same slope as line B-C. More specifically, as lever 54 moves from the 50 to the 60 position, the actual pressure obtained with low speed supercharger operation increases from 48" to 52" or 4"; and, during high speed supercharger operation with liquid injection, when lever 54 moves from the 50 to the 60 position, the actual pressure increases from about 52" to' 60", or 8, thus doubling the rate of pressure increase for the same movement of lever 54. It is Aadvantageous to be able to increase actual intake pressure rapidly byl movement of the datum lever 54 inthe emergency range, when such increase can safely be made with-liquid injection.l Y v Referring to the diagram (Fig. 17), a scoop 303- directs air to the air passage 30| of a carburetor 302 having ran air controlling throttle 303 supported by a shaft 304 connected vby a lever 305 and a link 303 with lever 62 of the regulator. Air

passage 30| is connected with the inlet duct 30'110:4

of an auxiliary supercharger 301 having an -impeller 308 attached to a shaft 309 connected by gears 3|0 and 3I| with a shaft 3|2 connected by aV change speed unit 3|3with vanengine driven shaft 3 I4. The gearing is controlled by lever 3|5. When lever 3|5`isin the low position, the engine drives the impeller 308 atl relatively low speed. Lever.3| isconnectedby Bowden wire 3|3 in a tube 3|? with lever-l |8`|. Clockwisemovement of lever 3|5 into high position causesfthe engine to drive the impeller 308 at relatively high speed and effects through the wire 3 6 counterclockwise' movementof lever |81 for the purpose stated.

vThe outlet of .auxiliary supercharger 307 is'connected with the inlet 320 of theV main supercharger 32|having-an impeller 322 driven directly bythe engine through afshaft 323. `The outlet of the supercharger 32l is connected with the enginefintake manifold by duct 324. Pipe |03 connects duct 324 with the bellows 92 (Fig. 6) of the pressure regulator.

In proportionto the amount of air' flowing through itthe carburetor permits the passage of a metered amount of liquid fluid to a pipe 325 connected with a nozzle block 326 and terminatingn a nozzle 321 extending into the duct 320. When it is desirable to operate with liquid injection a switch 330 is closed to connect a battery 33| with an electric motor 332 thereby causing operation of a pump 333 which draws injection fluid, such as alcohol-water mixture, from a tank 334 and forces it through a pipe 335 connected with the nozzle block 326 which provides for conduction of the injection fluid to the nozzle 327. The pipe 22'! which is connected with the space to the left of diaphragm 2|3 is connected with pipe 335 so that, when the pump 333 operates to force injection fluid through the pipe 335, the diaphragm 2 I8 will move, for the purpose stated, to the right against the action of spring 223 and the pressure of air in the housing 2 0 which the pipe 229 connects with the inlet of the auxiliary supercharger. A pilots lever 340, pivoted at 34|, is connected by a link 342 with the datum or main control lever 54 of the regulator.

It will be understood that the pressure values stated herein have been chosen merely to illustrate the operation of the regulator. Obviously the regulator is adapted for other ranges of pressure selections.

While the embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

l. A pressure regulator for controlling the throttle valve of an internal combustion engine comprising a manually controlled pressure selecting means, an element responsive to engine intake pressure, a throttle-valve-positioning servomotor under joint control by said element and said pressure selecting means, manually controlled means for modifying the pressureselected by the first means,.means operated vthereby for limiting the pressure'obtainable, means for injectng a liquid anti-'detonant under pressure into the engine intake passage, and a pressure responsive device actuated by the injection liquid under'pressure for rendering the pressure limiting means inoperative.

2. A pressure regulator for controlling the throttle valve of an internal combustion engine comprising a rmanually controlled rotary pressure rselecting cam, a cam follower, an element responsive to engine intake pressure, a throttlevalve-positioning servo-motor under joint control by said cam follower and said element, manually controlled means for laterally shifting the cam in order to modify the pressure selected by the cam, a stopfor limiting travel of the follower with the cam, means for injecting a liquidantidetonant under pressure into the engine .intake passage, a pressure-responsive device adapted for control by the injection-liquid, and means for 1ocating the stop in a cam-follower limiting position when the pressure selection is modified by shifting the cam laterally and for locating the stop in a non-effective position when injectionliquid exists under pressure. l

3. A pressure regulator for controlling the throttle valve of an internal combustion engine comprising a servo-motor, a main-control or datum lever, means under joint control by the servo-motor and the datum lever for positioning a throttle valve, a rotary cam operated by the datum lever for selecting pressures according to a normal schedule of pressures and lever positions, a cam follower, a bellows responsive to engine intake pressure, means under control by the cam follower and the bellows for controlling the servomotor, a second manually controlled lever, means operated thereby for shifting the cam laterally to effect a modification of the pressure'schedule without changing position of the datum lever, a stop for limiting travel of the cam follower with the cam, means for injecting a liquid anti-detonant under pressure into the engine intake passage, a pressure-responsive device adapted for control by the injection liquid, and means under control by the second lever for moving the stop from non-effective to effective position when the second lever is moved to effect a modification of the pressure schedule and under control by the pressure-responsive device for moving the stop from eiiective to non-effective position when injection liquid exists under pressure.

4. A pressure regulator for controlling the throttle valve of an internal combustion engine comprising a servo-motor, a main-control or datum lever, means under joint control by the servo-motor and the datum lever for positioning a throttle valve, a rotary cam operated by the datum lever for selecting pressures according to a normal schedule of pressures and lever posit1ons, a cam follower, a bellows responsive to engine intake pressure, means under control by the cam follower and the bellows for controlling the servo-motor, a second manually controlled lever, means operated thereby for shifting the cam laterally to effect a modication of the pressure schedule without changing position of the datum lever, a stop for limiting travel of the cam follower with the cam, means for injecting a liquid anti-detonant under pressure into the engine intake passage, a pressure-responsive device adapted for control by the injection liquid, means under control by the second lever for moving the stop from non-effective to effective position when the second lever is moved to effect a modification of the pressure schedule and under control by the pressure-responsive device for moving the stop from eifective to non-eective position when injection liquid exists under pressure and means operated by movement of the datum lever in the upper range of pressure selecting positions to the position for highest pressure selection for causing the modied schedule to return to the normal schedule While the second lever remains in schedule modifying position.

5. A vpressure regulator for controlling the throttle valve of an internal combustion engine comprising a servo-motor, a main-control or datum lever, means under Ajoint control by the servomotor and the 'datum lever for positioning a throttle valve, a rotary cam operated by the datum lever for selecting pressures according to a normal schedule of pressures and lever positions, a Acam follower, a bellows responsive to engine intake pressure, means under control by the cam follower and the bellows for `controlling the servo-motor, a shaft eccentrically supporting the cam, manually operable means for rotating the shaft in order to shift the cam laterally and to effect a modification of the pressure schedule Without changing position of the datum lever, a stop for `limiting travel of the cam follower with the cam, means for injecting a liquid anti-detonant under pressure into the engine intake passage, a pressure-responsive device adapted for control by the injection uid, a oating lever for transmitting motion from the pressure-responsive device to the stop, and means actuated concurrently with the pressure-modifying means for shifting the fulcrum of the oating lever.

6. -A pressure regulator for controlling the throttle valve of an internal combustion engine comprising a servo-motor, a main control or datum lever, means under joint control by the servo-motor and the datum lever for positioning a throttle valve, arotary cam operated by the datum lever for selecting pressures according to a normal schedule of pressures and lever positions, a cam follower, a bellows responsive to engine intake pressure, means under control by the cam follower and the bellows for controlling the servo-motor, a shaft eccentrically supporting the cam, manually operable means including a motion-transmitting spring for rotating the shaft in order to shift the cam laterally and to effect a modification of the pressure schedule without changing position of the datum lever, means for restoring the normal schedule when the datum lever is moved into a position of high pressure selection While the setting of the schedule modifying means remains unchanged, said restoring means comprising a fixed cam follower and a cooperating cam movable with the datum lever, said motion transmitting spring yielding to permit the return of the cam laterally to normal axial position, a stop for limiting travel of the cam follower with the cam, means for injecting a liquid anti-detonant under pressure into the engine intake passage, a pressure-responsive device adapted -for control by the injection-liquid, a floating lever for transmitting motion from the pressure-responsive device to the stop, and means actuated concurrently with the pressure-modifying means for shifting the fulcrum of the :floating ever.

CLARENCE I-I. J ORGENSEN. WILLIAM H. TAYLOR.

`References Cited in the le `of this lpatent UNITED STATES PATENTS Number Name Date 2,031,527 Dodson Feb. 18, 1936 2,383,198 Jorgensen Aug. 21, 1945 2,392,565 Anderson et al. Jan. 8, 1946 2,431,590 Smith Nov. 25, 1947 

